Railway draft rigging



Aug- 30, 1932- J. F. ocoNNoR RAILWAY DRAFT RIGGING Original Filed May 16, 1929 Fatented Ang. 3Q, i932 tirarse .Lerares isiaess Partnr orties JOHN F. OCONNOl`t, OF I-IIAGG, LLNOS, ASSIGNOR TO W'. -I. MNER, INC., OF CHICAGO, LLINOS, A`(V}ORPORATION OF DELA'WARE RAiLwAY DRAFT :eiserne Application filed May 161929, Serial No. 363,586, Renewed. January 7, 1932.

This invention relates to improvements in railway draft riggings. .Y

One object of the invention is to provide a draft rigging forl railway cars wherein greater shoclrY absorbing capacity isl obtainedin buff than in draft. by means of a plurality of shock absorbing mechanism, all of which are actuated in buff and part only thereof actuated in draft. i l Another object of the invention is'to pro-Y videa railway draft rigging having longer travel in buff thanV in draft action to produce higher shock` absorbing capacity during the V former action, wherein a plurality of shock absorbing mechanisms are employed, allof which are compressed in butl3 and certain of which only are compressed in draft, the last named mechanisms being compressed in tandem during the draft action. A further object of the linventionis to provide a railway draft rigging including tandem arranged shockabsorbing mea-ns andfadditional shock absorbing mechanism, together with means for actuating both of the tandem shock absorbing means and the additional shock absorbing mechanism inl buff and actuating only the tandem shock absorbing means in draft, wherein the members of the tandem shock absorbing means are disposed respectively in front and in back of the body bolster at the corresponding end of the car, and the body bolster serves as stop means for both members of the tandem shock absorbing means. i

Yet another object 4of the invention is to provide a railway draft rigging having longer travel iii buff than in draft, `including a tandem arranged spring shock absorbing means; a friction shoclr absorbing mechamsm; a coupler means, wherein the members of the spring shock absorbing means areactuated in tandem during a draft action of the coupler and both` the spring shock` absorbing means and the friction shock absorbing mechanismare actuated in a buifing action of [the coupler, one of the members of the spring shock absorbing means being actuated in advance of the other during the first part of the. buiiing action, and the latter and the friction shock absorbing mechanism being actuatedr in ktandem during the latter partof the bufing against rearward movement in buff; side members connected tothe coupler means for actuating the rear followers in draft to compress the shock absorbing members in tandem; friction shock absorbing means interposed between the coupler shank and the front follower Vof the shock absorbing mem- Aber in front of the stopcasting, adapted to be actuated by inward movement of said coupler means in buff and to move said follower inwardly to compress the cooperating spring shock absorbing member, inward movement of said front follower being limity,ed by stop means on the draft sills after a predetermined compressionr of said spring shock absorbing member,'whereby the friction shock absorbing means is compressed between the coupler and said follower during ythe remainder of the buffing stroke, the connection between the coupler and the side members providing a certain amount of 'lost motion during the bufiing stroke to allow relative movement between the coupler and `side members during the first part of th-e bufing stroke and .permit inward movement of the side members in unison with the `coupler during the last part ofthe bufng opening 'in the sill.

elevational view of the structure shown inV Figure 1 with the coupler omitted. And Figure l is a transverse, vertical, sectional view corresponding substantially to the lin-.e l--l of Figure v2.

ln said drawing, 10k-10 indicate the usual channebshapedcenter or 'draft sills of the railway lcar funderframe and 12 the body bolster of the lcar.

An end sill 13 of usual 'fo-rm is secured to 'the outer ends 4of the sills y150, the salme being provided with the usual striking casting member' 14, having a 'carry ironsection 15.

In carrying out my invention, I provide the body bolster 12 with a'combi-ned stopV and filler 'casting 16 which is secured to the same and 'h'asa vertical pin-receiving opening 1'17 which accommodates the usual center 4:pin l"mem-ber of the car. As most `clearly shown .in Figure l1, the side faces ofthe stop casting 16 lare spaced an appreciable `distance from the corresponding sills 10 for a` purpose Vhereinafter pointed out. The front and rear 'faces 17-17 of the casting 16 :serve as stop `means for followers of certain of the shock absorbing means ofthe draft rigging as hereinafter-pointedfout. j

The fixed draft sills 10 are provided -`with lkey-receiving openings or slots 18, '19 and 20, tie slots of the opposed sills 'being in transverse alinement. Each of the slots is rein'forced by a cheek Yplate secured 'to the outer side of the corresponding sill andfhaving inwardlya'nd outwardly projecting flanges surrounding -the key-receiving Vopening thereof, the inner flanges being seated in a suitable As clearly shown 1in i Figures 1 and 2, the openings 19 Sand 2O r`are of substantially the same length while the opening 18 is 'appreciably 'longer 'than ithe openings 19 and 20.

I rlhe coupler member of the railway car is designated by 21 and is of the usual stand- `form. Alpair of longitudinally extending side members l22--22 are connected "to the coupler. The members 22 are movable lengthwise of the car and areslidable inthe openings provided betweenthe casting 16 and lthe sills 10. Each of the members 22'is provided with a key receiving slot or opening 23 the openings 18 of the drafty sills.

at the forward end thereof, a second key receiving opening or slot 24 between the ends of the same and a third key receiving opening or slot 25 at the rear end thereof. As clearly shown in the drawings, thel key receiving openings 23H23, 24-24 and 25-25 of the two members 22 are in transverse aline ment respectively. Each of the key receiving openings of the members 22 is reinforced by inwardly projecting flanges surrounding each opening. The openings 23, 2111 and 25 are preferably (all of the saine length;

The coupler is connected to the side members 22 by a transverse coupler key 26 eX- tending through an opening V27 in the coupler shank and having its opposite ends disposed .in the openings 23 of the members 22 and having the outer extremities thereof working As shown in Figure 1, the front edge of the key A26 is normally in engagement with the front end walls of thel openings 23 of the member 22 and .has said front edge spaced slightly from the front end wall of the opening 27 in the coupler shank. VAt the forward end, each `member 22 is provided with top and bottom inwardly projecting. vhorizontal flanges 28-428 which extend aboveV and below the coupler shank. As shown most clearly in Figure 3, the bottom flanges v23 :are .upwardly 'f= iofse't so as 'rto provide shelf or ledge means forsupporting the coupler shank. lt ,is furn ther 'pointed out Vvthat theside members T22 normally project outwardly beyond the 'end sill 13.*of'thecaras 'clearly shownin Figure l. -v

shockabsorbing `meansis disposed 11n front and in back of Athe bolster 12, fthe spring Ashock absorbing member in front-of the bolster being indicated by y29 and the spring shock absorbing imember to the rear of the bolster being indicated by I30. Each spring shock 'absorbing member Apreferably V'comprises an inner light coil anda relatively heavier outer coil. A plate-like follower ymember31 is :interposed betweeni'each shock absorbingmember and the stop casting 16o-f the bolster; The followers 31 'normally bea-r lon the frontan'd rear abutment faces 17.of

falsoprovided .for the opposite end of each `spring shock absorbing member,y said foll'ower'means'beingpreferably in the formof a follower vblock 39.. The follower Vblock 39 -of the spring shock absorbingmember 29 disposed in Ffron't of the body bolster forms 1a yfront yfollower for said shock absorbing 'member andthe'follower 39, cooperating with 1thel spring shoc'k absorbing member '30 tofthe A front follower thereof. The followers 39 areV of similar design and each is provided `with a transverse key receiving opening 40 through whichakey 41 extends. The key 41 closely fits the opening 40 so that the key and follower move in unison. The opposite ends of each key 41 work in the corresponding` slots of the side members 22 and the draft sills r10. IThe key 41 of the follower 39, which cooperates with the spring shock absorbing member in front of the bolster 12, has the front edge thereof normally vin engagement with the front end walls of the'slots or openings 19 and 24 of the fixed sills 10 and the movable side members 22 respectively, while the key 41' of the other follower 39 has the rear edge thereof in engagement with the rear end walls of the slots 20 and 25V of the Xed sills and side members 22 respectively. In A'order to maintain the' coils rof the spring members in proper alinement and in assembled relation with the followers, each follower 31 and 39 is provided withan inwardly projecting boss engaging within the Vcorresponding end of the inner coil of the corresponding spring resistance member.

A friction shock absorbing mechanism 42 is interposed between the inner end of the coupler shank and the follower 39 which is in front of the bolster 12. The shock absorbing mechanism 42 may be of any well known type and is therefore not shown in detail. This mechanism is of the type which comprises a friction shell member and cooperating friction means in the form of friction shoes and a. wedge block, the same being spring resisted by spring means disposed within the shell. The friction shoes of such a friction shock absorbing mechanism are indicated by 43-43 and the wedge block by 44. A follower member in the form of a relatively heavyplate 45 is interposed between the wedge member 44 of the friction shock absorbing mechanism and the butt end of the coupler shank. The friction shell of the shock absorbing mechanism preferably bears directly on the front face of the follower 39. In order to support the friction shell in operative position, a saddle plate 46 is employed which is 'detachably secured to the bottom flanges of the sills 10. rlhe follower 45 is provided with the usual centering projection at the forward side thereof, which engages within a suitable opening provided in the butt end of the cou-V pler shank.

As shown in the drawing, the three keys ofthe railwayV draft rigging are all of thel 'movable side members 22 therewith.

same width and the corresponding key openings or slots of the movable side members 22 are also all preferably of the same length so that all of the keys have the same amountv of movement in the slots'of the side members. The slots 18 of the draft sills are of such a length as to permit' the necessary forward movement of the key 26 in draft and also the necessary movement of the same in buff to allow forfull` compression'of the shock `absorbing mechanisms of the railway draft rigging.

VThe operation of my improved railway draft rigging, assuming'an inward or .buffing movement vapplied to the coupler 21 is as follows: The coupler, while'being forced inwardly, will carry thefollower 45 therewith, forcing the yfriction shock absorbingmechanism' 42 rearwardly as a unit, the friction Ashock absorbing mechanism being of greater ca pacity thanthe springsh ock absorbingmember 29 in front of the bolster. 12 sothat commember will be effected during the first part of the bufling action without compression of` the friction shock absorbing mechanism.

The spring shock absorbing member 29 in front of the bolster 12 -will be compressed by inward movement -of the follower 39, the rear follower'31 of said shock absorbing member being held stationary yby engagement with the stop casting 16.A Compression of the spring member 29 referred to will continue until the key 41 ofthe front follower 39 thereof engages the inner end wal'lsof the slots 19 of the sills 10, whereupon said follower 39 will be held stationary. As. will be evident, the friction shock absorbing mechanism 42 will thereafter be compressed 'between the coupler and the follower 39 during the remainder of the buiiing stroke of the gear. As the coupler 21 moves inwardly, the key 26 will be carried therewith until the same engages the rear end walls of the slots 23 of the side members 22. When the coufront end wall of the opening 27 in the coupler shank, the key will be forced rearwardly in unison with the coupler, thus carrying the Upon rearward movement of the side members 22, the front follower 31 of the shock absorbing member 30 to the rear of the bolster 1 2 will be forced rearwardly by the shoulders 33 of the members 22, thereby .compressingv the spring member 30 between the follower 17 and the corresponding rear follower 39 which is held stationary by its key 41 engaging the innerfend walls of the slots 2O of the sills 10, Compression of the spring member 30, lasty referred to, will be limited by the compression of .the friction shock absorbing Vmechanism when the follower 45 'thereof engages the front end of the friction shell. At this time, the front end walls of the slots 24 and 25 of the side members will also engage the front edges of the keys 4l of the followers 39 therebyY arresting movement of the side members 22 simultaneously with 'engagement of the follower with the friction shell ofthe friction shock absorbing mechanism. As will be evident, during the bufhng action described, the spring shock absorbing member 29 in front of the bolster l2 will be compressed during the first partfof the buiiing action; thereafter the frictionshock absorbingl mechanism 42 will be compressed to a slight degree due to the relative movement between `the key 2G. and the coupler'dne to the clearance between the key and the slot 27 of the coupler shank, and during the remainder of the bufling action the friction shock absorbinginechanism 42 and the spring shock absorbing member 30 to the rear of the bolster 12 will be compressed simultaneously and in tandem.

VJ hen an outward pull-or draft action Vis applied to the coupler 2l, the sidemembers 22 will be pulled forwardly therewith by the connecting key 26, t`hereby compressing both spring shock absorbing members 29 and 30 in tandem. The spring shock absorbing member 29 in front of the bolster l2 is compressed between the correspondingfollower 3l and the follower '39, the latter being held stationary by the key 4l while the former is forced forwardly by the stop shoulders 33 of the members 22. The spring shock absorbing member 30 to the rear ofthe bolster 12 is compressed between the corresponding followers 39 and 3l, the follower 3l being held in fixed position by engagement with the stop casting `l while the follower 39 is pulled forwardly by the side members 22. Compression of the .two spring shock absorbing members 29 and 30 is iinally limited by the keys 4l, the inner end walls of the slots 24 of the members 22 engaging the key- 4l of the shock absorbing member 39 and the key 4l of the shock absorbing member 30'engaging the front end walls of the slots 20.0f the Y sills 10. Inasmuch as the friction shock absorbing mechanism 42 is not connected Vto the coupler so as to move therewith in draft, and the inner end of the friction shell thereof engages the relatively Xed follower 39, the friction shock absorbing mechanism `will not be compressed during a draft action. The draft action is thus limited to the compression stroke ofthe spring shock absorbing members 29 and 30, which are compressed in tandem. The movement of the coupler shank in buff is equal to the combined compression strokes of the spring shock absorbing member 29 andthe friction shock absorbing mechanism, as these are actuated'in' sequence. As will be evident, the bufling stroke ofthe railway draft rigging thus exceeds the draft stroke thereof to the extent of the compression stroke of the friction shock absorbing mechanism. f

- I have herein shown and described what I now consider the preferred manner of carrying out my invention, but the same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.V

I claim:

l. In a railway draft rigging, the combination with a shock absorbing mechanism; of

shock absorbing means; a shock absorbing Y member; `and means for operatively connect- 2. In a railway draft rigging, the combina-- tion with a coupler; of a shock absorbing mechanism shock absorbing means; a shock absorbing member; and means for actuating said shock absorbing member, said shock absorbing means and said shock absorbing mechanism through the'moveme'nt of the coupler, said actuating means being operative to actuate the shock absorbing member through the shock absorbing mechanism during the first part of al buffingactiomand actuate bothl the shock absorbing mechanism and the shock absorbing means'in tandem during the latter part'of the buiiing action, said actuating means being operative in draft to actuate only the shock absorbing means and Vshock absorbing member, said means and member being actuated in tandem. y

3. In a railway draft rigging, the combination with a friction shock absorbing mechanism; of a spring shock absorbing member actuatedrthrough` said mechanism in buff; spring shock absorbing means; a coupler; and means operative by the coupler for transmitting buiiing and draft forces, said means actuating the spring shock absorbing means in both buff andj draft, the spring shock absorbing member Vin draft, and Ythe friction shock absorbing means in buff only.

4. In a draft rigging for railway cars, the combination with vdraft sills; of a body bolster; a coupler; shock absorbing means in -front and in back of the bolster; a shock absorbing mechanism interposed between the Y coupler shank and the shocl'rabsorbingmeans iso mechanism being of greater capacity thanI the adj acent shock absorbing means and movable inwardly by the coupler during the first part of the'buffing action to compress the adja-f cent shock absorbing means; said.l shock abs sorbing mechanism being compressed by inward movement ofthe coupler during the latter part of the bufiing action; and means operatively connected to the coupler for compressing the shock absorbing means in back of the bolster' intandem with said shock ab-V sorbing mechanism, .said connecting means being operatively connected with said shock absorbing means to actuate the same in tandem during draft mov-ement of the coupler.

5. ln a draft rigging for railway cars, the combination with fixed draft sills; of a combined stop and bolster filler casting between said sills; shock absorbing means in front and in back of said stop casting and cooperating therewith; a coupler; a shock absorbing mechanism interposed between the coupler shank and the shock absorbing means in front of the bolster; and means operatively connected to the coupler` for actuating both of said shock absorbing means in draft while said shock absorbing mechanism-is idle, and actuating one only of said shock absorbing means in buff.

6. ln a draft rigging for railway cars, the combination with fixed draft sills on the car; of a body bolster; shock absorbing means in front and in back of the bolster; front and rear followers cooperating with each shock -absorbing means means for holding the front followers against forward movement and said rear followers against rearward movement; a coupler; a shock absorbing mechanism interposed between the coupler shank and the front follower of the shock absorbing means in front of the bolster; said shock absorbing mechanism and last named shock absorbing means being actuated by inward movement of the coupler; means connecting the coupler with the rear followers of both of the shock absorbing means for actuating the same Vin draft to effect compression of both of said shock absorbing means in tandem; and cooperating means on said connecting means and the front followers of the shock absorbing means in back of the bolster to actuate said follower and compress said last named shock absorbing means in tandem with the shock absorbing mechanism'during a buffing movement of the coupler.

7. ln a draft rigging for railway cars, the combination with fixed draft sills on the car; of a combined stop and bolster filler casting between the sills; a coupler; longitudinally extending side members connect-ed to the coupler; shock absorbingrmeans in front and in back of the stop casting; a rear and a front follower interposed between. the stop casting and said shock absorbing meansv respectively, said followers having shouldered engagement with the side members whereby said front' follower is actuated in draft and said' rear follower .is actuated in buff; a rear follower cooperating with the shock absorbing `means in baclr of the bolster, said follower being held against rearward movement and operatively connected to the side members to be actuated thereby Vin draft; a front follower cooperating with the shock absorbing means in front of the stop casting, said fellower being held against forward movement; and shock absorbing mechanism interposed' between said last named follower and the butt Y end of the-coupler shank, said shock absorbing mechanism being forced rearwardly inv buff to actuate said follower.

x `8. In a draft rigging for railway cars, the combination with fixed draft sills on the car; of a combined stop and bolster filler` castingv between the sills; a coupler, longitudinally extending side members connectedto the coupler; shock absorbingl means in front and in back of the stop casting; a rear and a front follower interposed between the stop casting andl said shock absorbing means respectively, said followers having'shouldered engagement with the side members whereby 'said front follower is actuated in draft and said rear follower is actuated in buff; a rear follower co--y operating with the shock absorbingmeans in back of the bolster, said follower being held seV against rearward movement and operatively.

lsaid follower and being compressed between u the coupler shank andsaid follower when the latter is arrested by `said stop means. Y 9. ln a draft rigging-for' railway cars, the combination with a couple; of a` pair of shockabsorbingl members; a shock absorbing mechanismactuated in buffr only byf said coupler, one o f said shock absorbing members Q being actuated through 'said shock absorbing mechanism and inv advance of the same in buif, the movement of the coupler in buff being equal to the combined compression strokes of said shock` absorbing mechanism and shock absorbing member; and means connecting the coupler with said shock absorbing members forl actuating the samefin tandem in `'draft without actuating-said shock absorbing 'mechanism, and for actuating one of said shoclff absorbing members in tandem with saidshock absorbing mechanism during a buffing action. 10. ln a draft rigging for railway cars, the

vcombination with draft sills; of a body bolster; a coupler; spring shock absorbing mem` bers vin front andV in back of the bolster a `friction shock absorbing mechanism intery posed between the coupler shank and the'` @spring shock absorbing member in front of the bolster, said friction shock absorbing mechanism being' of greater capacity4 than the adjacent spring shock absorbing member and lo: moved inwardly by theicoupler during the first part of the buffmg action to compress said adi acent spring shock absorbing member, said friction shock absorbing mechanism heingfcompressed by inward movementv of the coupler during the latter part of the bufiing action; and yoke acting means operatively connected tothe coupler for compressing the spring shock absorbing member in back of the bolster in tandem with said friction shock absorbing mechanism, said yoke means being operatively connected with both of said spring shock absorbing members to actuate the same inl tandem during draft movement of the coupler. Y f l1. In a draft rigging for railway cars, the combin ation with a car underframe structure including fixed spaced draft sills, and a body bolster; of spring shock absorbing members in front and in back of said bolster; a coupler; a friction shock absorbing mechanism inter- ""posed between the coupling shank and the spring shock absorbing' member in front of the bolster; and means operatively connected to the coupler for actuating both of said l,spring shock absorbing members in draft A""while said friction shock absorbing mechanism is idle, and actuating one only of said spring shock absorbing members in buff.,

l2. In a. draft rigging for railway cars, the `combination with fixed draft sills on the car; JJM""of a body bolster; spring members disposed in front and in back of the bolster; front and rear followers cooperating with eachspring; means for holding the rear followers against v Vrearward movement; a coupler; a friction "'ftshock' absorbing mechanism interposed between the coupler shank and the front follower of the spring means disposed in front ofthe bolster; and means connecting the coupler 0-..with the rear followers of both of the spring ""members for actuating the same in draft to y effect compression of both of said spring members in tandem and means on said connecting tion of said frictionshock absorbing mech.

anism and for operating one of said spring members-in tandem with the friction shock absorbing mechanism in bui. Y

In witness that I claim the foregoing I have hereunto subscribed my name this 15th.

day of May, 1929. Y

l JOHN F. OCONNOR.V

Il) i means engaging the front follower of the 55,:spring disposed in back of the bolster to ac- '"""tuate said follower and compress said spring in tandem with the friction shock absorbing mechanism during a buffing movement of the coupler. v ma: 13. In a draft rigging for railway'cars, the combination with a pair of shock absorbing springmembers; of a friction shock absorbing mechanism; means for actuating the fric tion shock absorbing mechanism in buff, one of said spring members being actuated Sie: 

